WO2018181750A1

WO2018181750A1 - Vehicle

Info

Publication number: WO2018181750A1
Application number: PCT/JP2018/013328
Authority: WO
Inventors: 敬造荒木; 水野　晃
Original assignee: 株式会社エクォス・リサーチ
Priority date: 2017-03-31
Filing date: 2018-03-29
Publication date: 2018-10-04
Also published as: US20200231200A1; CN110475710A; JP6898428B2; EP3604099A4; JPWO2018181750A1; EP3604099A1

Abstract

[Problem] To provide a vehicle in which unstable travel and the like can be mitigated and travel stability can be achieved. [Solution] This vehicle (10) is characterized by having: a vehicle body provided with: three or more vehicle wheels including at least: a steered wheel (12F) and a pair of vehicle wheels (12L, 12R) arranged in the vehicle width direction; an inclining part that inclines the vehicle body; an input member (41a) that is rotationally operated to input a turning direction; an input shaft (43) for transmitting the rotation of the input member (41a); a steering shaft (13) which steers the steered wheel (12F) by rotation and can be rotated regardless of the rotational operation of the input member; and a connection mechanism (a spring (80), etc.) which connects the input shaft (43) and the steering shaft (13) with a fastening force which allows the steering angle of the steered wheel (12F) to follow the turning direction determined by the inclination of the vehicle body, and which enables torque to be transmitted from the steering shaft (13) to the input shaft (43).

Description

vehicle

The present invention relates to a vehicle including a vehicle body provided with three or more wheels including a steering wheel having a trail.

In recent years, in view of the problem of depletion of energy resources, there is a strong demand for fuel saving of vehicles. On the other hand, the number of vehicle owners is increasing due to the low price of vehicles, and one person tends to own one vehicle. Therefore, for example, there is a problem that energy is wasted when only one driver drives a four-seater vehicle. The most efficient way to save fuel consumption by reducing the size of the vehicle is to configure the vehicle as a one-seater tricycle or four-wheel vehicle.

However, depending on the running state, the stability of the vehicle may decrease. Therefore, a technique for improving the stability of the vehicle during turning by leaning the vehicle body in the lateral direction has been proposed. Patent Document 1 (Japanese Patent Application Laid-Open No. 2013-71688) discloses a vehicle body The tilt angle of the vehicle body and the actual steering angle of the steered wheel are calculated based on the input of the steering unit, the vehicle speed sensor, and the lateral G sensor, respectively, and the tilt angle and actual A technique for changing the rudder angle is disclosed.
JP 2013-71688 A

The inventors have developed a vehicle having a mode in which the wheel 12F turns in a state in which the wheel 12F can rotate by merely giving camber angles to the left and

right wheels

12L and 12R in the vehicle described in Patent Document 1.

However, in such a mode, when a sudden disturbance such as a vehicle body tilting due to road surface inclination or unevenness or receiving a side wind occurs, the vehicle turns against the driver's intention. There was a problem.

In addition, since the input member in the turning direction such as the steering wheel and the wheel 12F are not connected, it is confirmed that the vehicle body is traveling on a slope or uneven surface of the road, and that the vehicle body is subjected to a crosswind. Can be known only by vision and G, and there is a problem that driving operation is delayed.

In order to solve the above problems, a vehicle according to the present invention includes a vehicle body provided with three or more wheels including at least a steering wheel and a pair of wheels arranged in the vehicle width direction, and the vehicle body is inclined. An inclination member, an input member that inputs a turning direction by rotating, an input shaft that transmits the rotation of the input member, and the steering wheel by turning while turning the input member. A fastening force that allows the steering angle of the steered wheel to follow the turning axis of the vehicle body tilting the steering shaft that can be rotated independently of the dynamic operation, the input shaft, and the steering shaft; And a coupling mechanism that couples with a fastening force that enables torque transmission from the steering shaft to the input shaft.

In the vehicle according to the present invention, the connection mechanism may be configured such that the difference between the rotation angle of the input shaft and the rotation angle of the steering shaft or / and the rotation angular velocity of the input shaft and the rotation of the steering shaft. The fastening force varies depending on the difference from the dynamic angular velocity.

Further, in the vehicle according to the present invention, the coupling mechanism increases the fastening force as the difference between the rotation angle of the input shaft and the rotation angle of the steering shaft increases. The fastening force increases as the difference between the rotational angular velocity of the input shaft and the rotational angular velocity of the steering shaft increases.

Further, the vehicle according to the present invention is characterized in that the coupling mechanism is a spring mechanism.

The vehicle according to the present invention is characterized in that the coupling mechanism is a damper mechanism.

Further, the vehicle according to the present invention is characterized in that an upper limit is set for the rotational torque when the damper mechanism transmits the rotational torque to each other's shaft.

Also, the vehicle according to the present invention is characterized in that the damper mechanism is a variable damper using a viscous MR fluid.

In addition, the vehicle according to the present invention further includes a spring mechanism that changes a fastening force according to a difference between a rotation angle of the input shaft and a rotation angle of the steering shaft.

Further, the vehicle according to the present invention is characterized in that the inclined portion inclines the vehicle body by causing a difference in driving force between the pair of wheels.

Further, the vehicle according to the present invention further includes a steering torque adjustment mechanism for adjusting a steering torque applied to the steering shaft.

The vehicle according to the present invention includes a vehicle speed detection unit that detects a vehicle speed, and the steering torque adjustment mechanism adjusts a steering torque applied to the steering shaft according to a vehicle speed detected by the vehicle speed detection unit. It is characterized by that.

In the vehicle according to the present invention, when the vehicle speed detected by the vehicle speed detection unit is 0, the torque generated by the steering torque adjustment mechanism eliminates the rotational phase difference between the input shaft and the steering shaft. It is characterized by a wide orientation and size.

In the vehicle according to the present invention, when the vehicle speed detected by the vehicle speed detection unit is not 0, the torque generated by the steering torque adjusting mechanism is set to increase as the vehicle speed increases. .

The vehicle according to the present invention has a fastening force that allows the steering angle of the steered wheel to follow the input shaft and the steering shaft in a turning direction due to the inclination of the vehicle body, and from the steering shaft to the steering shaft. Since there is provided a coupling mechanism for coupling with the input shaft with a fastening force that enables torque transmission, according to such a vehicle according to the present invention, when the vehicle body is inclined due to road surface inclination or unevenness, Even if a sudden disturbance such as receiving a crosswind occurs, it is possible to reduce the instability of driving and to ensure driving stability. Will never turn.

Moreover, since the input shaft and the steering shaft are connected via the coupling mechanism in the vehicle according to the present invention, according to such a vehicle according to the present invention, the driver can detect the vehicle body through the tactile sense from the input member. However, it is possible to perceive that the vehicle is traveling on the slope or unevenness of the road surface and that the vehicle body is receiving a crosswind, so that the driving operation is not delayed.

It is a right view which shows the structure of the vehicle 10 which concerns on embodiment of this invention. It is a figure which shows the structure of the lean mechanism of the vehicle 10 which concerns on embodiment of this invention. It is a rear view which shows the structure of the vehicle 10 which concerns on embodiment of this invention. 1 is a schematic diagram of a vehicle 10 according to an embodiment of the present invention. 1 is a block diagram showing a system configuration of a vehicle 10 according to an embodiment of the present invention. It is a figure which illustrates notionally driving by vehicles 10 concerning an embodiment of the present invention. It is a figure which shows the example of the connection mechanism (spring mechanism) in the vehicle 10 which concerns on embodiment of this invention. It is a figure explaining the relationship between the angle difference between shafts, and the torque which the spring 80 generate | occur | produces. It is a figure which shows an example of the connection mechanism (damper mechanism 70) in the vehicle 10 which concerns on other embodiment of this invention. It is a figure explaining the relationship between the angular velocity difference between axes | shafts, and the torque which the damper mechanism generates. It is a figure which shows the example of the connection mechanism (damper mechanism 70) in the vehicle 10 which concerns on other embodiment of this invention. It is a figure which shows the example of the connection mechanism in the vehicle 10 which concerns on other embodiment of this invention. It is a figure which shows the relationship of the steering angle required according to a vehicle speed when the inclination | tilt angle (theta) of a vehicle body is constant. It is a figure explaining the role of the steering torque adjustment mechanism in the vehicle 10 which concerns on other embodiment of this invention. It is a figure which illustrates typically the steering torque adjustment mechanism in the vehicle 10 which concerns on other embodiment of this invention. It is a figure which illustrates typically the steering torque adjustment mechanism in the vehicle 10 which concerns on other embodiment of this invention.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.

FIG. 1 is a right side view showing the configuration of the vehicle in the embodiment of the present invention, FIG. 2 is a diagram showing the configuration of the lean mechanism of the vehicle in the embodiment of the present invention, and FIG. 3 is the vehicle in the embodiment of the present invention. It is a rear view which shows the structure. 3A is a diagram showing a state where the vehicle body is standing upright, and FIG. 3B is a diagram showing a state where the vehicle body is inclined.

In the figure, reference numeral 10 denotes a vehicle according to the present embodiment, a main body portion 20, a riding portion 11 as a steering portion on which a driver rides and steers, and a front wheel disposed at the center in the width direction in front of the vehicle body. And a left wheel 12L and a right wheel 12R as non-steering wheels that are non-steerable driving wheels disposed rearward as rear wheels.

The wheel 12F, the wheel 12L, and the wheel 12R on the right side are attached, and a main body part other than the wheel of the vehicle 10 such as the riding part 11 is defined as a vehicle body.

Furthermore, the vehicle 10 operates as a lean mechanism for leaning the vehicle body from side to side, that is, as a lean mechanism, that is, a vehicle body tilt mechanism, supporting the left and

right wheels

12L and 12R, and the link mechanism 30. And a lean motor 25 as a tilt actuator device.

In addition, the lean mechanism of the vehicle 10 may be expressed conceptually as “inclined part”. In addition, the “steering wheel” corresponds to the wheel 12F in the present embodiment, and the “pair of wheels arranged in the vehicle width direction” corresponds to the left and

right wheels

12L and 12R.

The vehicle 10 may be a three-wheeled vehicle with two front wheels on the left and right and one wheel on the rear, or may be a four-wheeled vehicle with two wheels on the left and right. As shown in the figure, a case will be described in which the front wheel is a single wheel and the rear wheel is a left and right tricycle. Further, although the steered wheel may function as a drive wheel, in the present embodiment, the description will be made assuming that the steered wheel does not function as a drive wheel.

In the present embodiment, the lean mechanism that tilts the vehicle body of the vehicle 10 left and right includes the link mechanism 30 and the lean motor 25. However, the lean mechanism is not limited to this. For example, as the lean mechanism, it is possible to adopt a configuration in which the vehicle body is inclined by causing a driving force difference between the left and

right wheels

12L and 12R.

In the vehicle 10 according to the present invention, basically, at the time of turning, the angles of the left and

right wheels

12L and 12R with respect to the road surface 18, that is, the camber angle are changed, and the vehicle body including the riding portion 11 and the main body portion 20 is changed to the turning inner wheel. By tilting to the side, it is possible to improve the turning performance and ensure the driver's comfort.

That is, the vehicle 10 can tilt the vehicle body in the lateral direction (left and right direction). In the example shown in FIGS. 2 and 3 (a), the left and

right wheels

12L and 12R are upright with respect to the road surface 18, that is, the camber angle is 0 degree. In the example shown in FIG. 3B, the left and

right wheels

12L and 12R are inclined in the right direction with respect to the road surface 18, that is, a camber angle is given.

The link mechanism 30 includes a left vertical link unit 33L that supports a left wheel 12L and a left rotation driving device 51L including an electric motor that applies driving force to the wheel 12L, a right wheel 12R, and the wheel 12R. A right vertical link unit 33R that supports a right rotation drive device 51R composed of an electric motor or the like that applies a driving force to an upper side, and an upper horizontal link unit 31U that connects the upper ends of the left and right

vertical link units

33L and 33R; The lower horizontal link unit 31D that connects the lower ends of the left and right

vertical link units

33L and 33R, and the central vertical member 21 that has an upper end fixed to the main body 20 and extends vertically.

The left and right

vertical link units

33L and 33R and the upper and lower

horizontal link units

31U and 31D are rotatably connected. Further, the upper and lower

horizontal link units

31U and 31D are rotatably connected to the central vertical member 21 at the center thereof. When the left and

right wheels

12L and 12R, the left and right

rotational drive devices

51L and 51R, the left and right

vertical link units

33L and 33R, and the upper and lower

horizontal link units

31U and 31D are described in an integrated manner, The rotation drive device 51, the vertical link unit 33, and the horizontal link unit 31 will be described.

The rotary drive device 51 as a drive actuator device is a so-called in-wheel motor, and a body as a stator is fixed to the vertical link unit 33 and is a rotor attached to the body so as to be rotatable. A rotating shaft is connected to the shaft of the wheel 12, and the wheel 12 is rotated by the rotation of the rotating shaft. The rotational drive device 51 may be a motor other than an in-wheel motor.

The lean motor 25 is a rotary electric actuator including an electric motor and the like, and includes a cylindrical body as a stator and a rotating shaft as a rotor rotatably attached to the body. The body is fixed to the main body portion 20 via the mounting flange 22, and the rotating shaft is fixed to the lateral link unit 31 </ b> U on the upper side of the link mechanism 30.

The rotation axis of the lean motor 25 functions as an inclination axis for inclining the main body 20, and is coaxial with the rotation axis of the connecting portion between the central vertical member 21 and the upper horizontal link unit 31U. Then, when the lean motor 25 is driven to rotate the rotation shaft with respect to the body, the upper lateral link unit 31U rotates with respect to the main body 20 and the central vertical member 21 fixed to the main body 20, The link mechanism 30 operates, that is, bends and stretches. Thereby, the main-body part 20 can be inclined. The lean motor 25 may have its rotation shaft fixed to the main body 20 and the central vertical member 21 and its body fixed to the upper horizontal link unit 31U.

Also, the lean motor 25 includes a lean angle sensor 125 that detects a change in the lean angle caused by the link mechanism 30. The lean angle sensor 125 is a rotation angle sensor that detects the rotation angle of the rotation shaft with respect to the body in the lean motor 25, and includes, for example, a resolver, an encoder, and the like. As described above, when the lean motor 25 is driven to rotate the rotation shaft with respect to the body, the upper horizontal link unit 31U rotates with respect to the main body 20 and the central vertical member 21 fixed to the main body 20. Therefore, a change in the angle of the upper horizontal link unit 31U relative to the central vertical member 21, that is, a change in the link angle can be detected by detecting the rotation angle of the rotation shaft with respect to the body.

The lean motor 25 includes a lock mechanism (not shown) that fixes the rotation shaft to the body so as not to rotate. The lock mechanism is a mechanical mechanism, and preferably does not consume electric power while the rotation shaft is fixed to the body so as not to rotate. The lock mechanism can fix the rotation shaft so as not to rotate at a predetermined angle with respect to the body.

The boarding part 11 is connected to the front end of the main body part 20 via a connecting part (not shown). The connecting part may have a function of connecting the riding part 11 and the main body part 20 so as to be relatively displaceable in a predetermined direction.

The boarding unit 11 includes a seat 11a, a footrest 11b, and a windbreak unit 11c. The seat 11a is a part for a driver to sit while the vehicle 10 is traveling. The footrest 11b is a part for supporting the driver's foot, and is disposed below the front side (right side in FIG. 1) of the seat 11a.

Furthermore, a battery device (not shown) is arranged behind or below the boarding unit 11 or in the main body unit 20. The battery device is an energy supply source for the rotation drive device 51 and the lean motor 25. In addition, a control device, an inverter device, various sensors, and the like (not shown) are accommodated in the rear portion or the lower portion of the riding portion 11 or the main body portion 20.

And, a steering device 41 is disposed in front of the seat 11a. The steering device 41 includes members necessary for steering such as an input member 41a as a steering device that is operated by a driver to input steering command information such as a steering direction and a steering angle, a meter such as a speed meter, an indicator, and a switch. It is arranged.

The driver operates the input member 41a and other members to instruct the traveling state of the vehicle 10 (for example, traveling direction, traveling speed, turning direction, turning radius, etc.). As the steering device, other devices such as a steering wheel, a jog dial, a touch panel, and a push button can be used instead of the input member 41a.

The wheel 12F is connected to the steering shaft 13 via a front wheel fork 17 which is a part of a suspension device (suspension device). The suspension device is a device similar to a suspension device for front wheels used in, for example, general motorcycles, bicycles, and the like, and the front wheel fork 17 is, for example, a telescopic type fork with a built-in spring.

The turning direction is inputted to the input member 41a by being turned by a driver. An input shaft 43 that transmits the rotation of the input member 41a is connected to the input member 41a. Further, the rotation center of the input shaft 43 and the rotation center of the steering shaft 13 are set to be the same. The damper mechanism 70 is provided between the input shaft 43 and the steering shaft 13. Details of the damper mechanism 70 will be described later.

In the vehicle 10 according to the present invention, the mode in which the steering angle of the wheel 12F as the steering wheel is controlled according to the operation of the input member 41a and the steering angle of the wheel 12F can be rotated independently of the operation of the input member 41a. There are several modes, such as a mode to set a state. Here, between the ground point O of the steering shaft of the wheel 12F (not shown) and the intersection point P of the road steering wheel, there is a predetermined trail L _T, at the time of turning in the latter mode, rotatable state The wheel 12F is automatically steered so as to follow the camber angles of the left and

right wheels

12L and 12R. Further, in the vehicle 10 according to the present embodiment, the intersection P between the steering shaft of the wheel 12F and the road surface is ahead of the ground contact point O of the steering wheel.

It should be noted that the rotation of the wheel 12F refers to the operation of the wheel 12F based on the rotation of the steering shaft of the wheel 12F, not the rotation of the wheel 12F itself when the vehicle 10 is traveling.

A mode in which the vehicle 10 travels with the wheel 12F being rotatable will be described. FIG. 4 is a schematic diagram of the vehicle 10 according to the embodiment of the present invention, in which camber angles are given to the left and

right wheels

12L and 12R, and the vehicle 10 is turning by lean control. Here, if the weight of the vehicle 10 is m, the acceleration of gravity is g, the lean angle in the lean control of the vehicle 10 is θ, the speed of the vehicle 10 during turning is V, and the turning radius is R, F ₁ and F ₂ are It can be represented by the following formulas (1) and (2).

Further, the following expressions (3) and (4) are established due to the geometric relationship.

The following equation (5) is established when the vehicle 10 is turning under the above conditions.

By substituting the equations (1) to (4) into this, the vehicle turning radius R can be obtained by the following equation (6).

Expression (6) indicates that in the vehicle 10 according to the present invention, the traveling direction of the vehicle 10 can be determined by determining the vehicle speed V during turning and the lean angle θ of the vehicle 10. .

The rotation angle of the input shaft 43 of the input member 41a, that is, the turning angle of the input member 41a as the steering angle command value input by the driver operating the input member 41a is an input member operation angle sensor as input steering angle detection means. 123. The handle operating angle sensor 123 is composed of, for example, an encoder.

A steering motor 65 as a steering actuator device is disposed in the vicinity of the steering shaft 13. In the mode in which the steering angle is controlled according to the operation of the input member 41 a using the wheel 12F as a steering wheel, the steering motor 65 is provided. However, based on the cutting angle of the input member 41a detected by the input member operation angle sensor 123, the lower end of the steering shaft member is rotated.

The steering angle output from the steering motor 65 and transmitted to the wheel 12F via the steering shaft 13 and the front wheel fork 17 is detected by a front wheel steering angle sensor 124 as output steering angle detection means. The front wheel steering angle sensor 124 is, for example, a rotation angle sensor that detects the rotation angle of the rotation shaft with respect to the body in the steering motor 65, and includes a resolver, an encoder, and the like. The distance between the left and

right wheels

12L and 12R axle is the axle and the rear wheel of the wheel 12F is a front wheel, i.e., the wheel base is L _H.

Further, in a mode in which the steering angle of the wheel 12F can be rotated regardless of the operation of the input member 41a, the steering angle of the wheel 12F can be rotated by stopping the control of the steering motor 65. . As a method for making the steering angle of the wheel 12F freely rotatable, for example, the steering motor 65 may be controlled to 0 torque, or the steering motor 65 and the steering shaft 13 may be separated by a clutch or the like. good.

Furthermore, the vehicle 10 includes an accelerator 45 as a drive command device that inputs a drive force generation command as a part of the control device 41. The accelerator 45 is a device that inputs a driving force generation command as a command for causing the rotational driving device 51 to generate a driving force in accordance with the degree of depression of the driver. In the vehicle 10, the brake 46 is applied to the vehicle 10 when the driver steps on the brake 46.

The shift switch 47 is a switch for the driver to select the travel mode of the vehicle 10, and in the present embodiment, the shift switch 47 has at least four travel modes: a drive range, a neutral range, a reverse range, and a parking range. . These driving modes are the same as those of an automobile equipped with a general automatic transmission.

Further, a vehicle speed sensor 122 as a vehicle speed detecting means for detecting a vehicle speed that is the traveling speed of the vehicle 10 is disposed at the lower end of the front wheel fork 17 that supports the axle of the wheel 12F. The vehicle speed sensor 122 is a sensor that detects the vehicle speed based on the rotational speed of the wheel 12F, and includes, for example, an encoder.

Next, the system of the vehicle 10 according to the present invention will be described. FIG. 5 is a block diagram showing a system configuration of the vehicle 10 in the embodiment of the present invention. In FIG. 5, ECU is an abbreviation for Electronic Control Unit, and is a general-purpose information processing mechanism including a CPU, a ROM that holds a program that operates on the CPU, and a RAM that is a work area of the CPU.

Vehicle ECU 100 cooperates and operates with each component connected to vehicle ECU 100 shown in the figure. Further, the vehicle ECU 100 executes various control processes in the vehicle 10 of the present invention based on programs and data stored and held in storage means such as a ROM in the vehicle ECU 100.

Furthermore, in the vehicle 10 according to the present invention, the rotational drive device 51R, the rotational drive device ECU101 that controls the rotational drive device 51L based on the command value output from the vehicle ECU 100, and the command value output from the vehicle ECU 100 are used. A lean motor ECU 102 that controls the lean motor 25 based on the steering motor ECU 103 that controls the steering motor 65 based on a command value output from the vehicle ECU 100 is provided.

Note that the term “steering wheel control unit” expresses the control operation by each ECU as described above conceptually.

The vehicle speed sensor 122 detects the vehicle speed of the vehicle 10, and the vehicle speed data detected by the vehicle speed sensor 122 is input to the vehicle ECU 100.

Further, the input member operation angle sensor 123 detects a cutting angle of the input member 41a, and the operation angle data of the input member 41a detected by the input member operation angle sensor 123 is input to the vehicle ECU 100.

The front wheel steering angle sensor 124 detects the steering angle of the front wheel 12F, and the steering angle data of the wheel 12F detected by the front wheel steering angle sensor 124 is input to the vehicle ECU 100.

Further, the lean angle sensor 125 detects the amount of inclination of the vehicle 10, and the amount of inclination data of the vehicle 10 detected by the lean angle sensor 125 is input to the vehicle ECU 100.

Accelerator position sensor 145 detects the amount of depression of accelerator 45 by the driver, and the amount of depression of accelerator 45 detected by accelerator position sensor 145 is input to vehicle ECU 100.

The brake position sensor 146 detects the amount of depression of the brake 46 by the driver, and the amount of depression of the brake 46 detected by the brake position sensor 146 is input to the vehicle ECU 100.

The shift switch position sensor 147 detects whether the shift switch 47 is in the drive range, neutral range, or reverse range. The position detected by the shift switch position sensor 147 is input to the vehicle ECU 100. The

In addition, the camera 149 acquires moving image data in front of the vehicle 10 and transmits the acquired moving image data to the vehicle ECU 100. The vehicle ECU 100 performs prediction or estimation on the vehicle 10 by analyzing the moving image data transmitted from the camera 149. In this embodiment, the camera 149 is used for such a purpose, but a radar or the like may be used.

The gyro sensor 150 detects at least the roll angle, roll rate, and yaw rate of the vehicle 10, and transmits the detected data to the vehicle ECU 100. The vehicle ECU 100 uses the received roll angle, roll rate, and yaw rate data for control of the vehicle 10.

As described above, each data input to the vehicle ECU 100 is used to control the rotation drive device 51R, the rotation drive device 51L, the lean motor 25, and the steering motor ECU 103.

Next, the traveling mode by the vehicle 10 configured as described above will be described. In order to improve running stability, the vehicle 10 according to the present invention actively steers the wheel 12F, which is a steered wheel, at low speed, but sets the steering angle of the steered wheel to be rotatable at high speed. Follow the lean control of 12L and 12R. It should be noted that the lean control of the

wheels

12L and 12R is performed with fear of necessity both at low speed and at high speed. Hereinafter, the traveling mode at low speed of the vehicle 10 is referred to as a first mode, and the traveling mode at high speed is referred to as a second mode.

Hereinafter, the first mode and the second mode will be described.

FIG. 6 is a diagram conceptually illustrating traveling by the vehicle 10 in the embodiment of the present invention. In FIG. 6, an example will be described in which the input member 41 a of the input member 41 a has a cutting angle of 60 ° to the right and the vehicle speed is increased from 0 km / h. Hereinafter, a case where the vehicle speed at the boundary between the first mode and the second mode is 15 km / h will be described as an example, but the boundary value is not limited to this.

In the present embodiment, switching between the first mode and the second mode is performed based on the vehicle speed of the vehicle 10 detected by the vehicle speed sensor 122, but such switching is detected by the vehicle speed sensor 122. This may be performed based on parameters other than the vehicle speed, and as a result, the first mode may be switched to a low speed and the second mode may be switched to a high speed.

Further, in the present embodiment, the relationship between the front wheel steering angle δ _W (δ _W 1 is the initial steering angle of the wheel 12F (front wheel)) and the lean angle θ with respect to the turning angle δ _H of the input member 41a is expressed by the following equation (7 ) And (8).

However, k ₁ and k ₂ are constants. In this embodiment, k ₁ = 60/30 and k ₂ = 60/40, but the present invention is not limited to these. k ₁ is a virtual lean gear ratio, k ₂ is a virtual steering gear ratio, and any numerical value can be selected as long as it is easy to drive the vehicle 10.

In FIG. 6, the dotted line indicates the steering angle δ _W of the wheel 12F, and the solid line indicates the lean angle θ in the vehicle 10.

When the vehicle speed is increased from 0 km / h at a cutting angle δ _H = 60 ° of the input member 41a, the vehicle 10 starts to travel in the first mode. At the start from 0 km / h, the wheel 12F as the steering wheel is steered at a steering angle of 40 °, and the steering angle of the wheel 12F is gradually reduced. On the other hand, the lean angle θ in the vehicle 10 is gradually increased from zero. Note that the gradual decrease of the steered wheels 12F and the gradual increase of the lean angle of the vehicle 10 are described as examples of linear functions, but are not limited to linear functions. Alternatively, the lean angle θ in the vehicle 10 may remain 0 until a predetermined speed (for example, 3 km / h), and then gradually increase. In addition, the gradual increase described in the claims includes the contents of the present embodiment in which the lean angle θ remains zero until a predetermined speed (for example, 3 km / h).

At the boundary value of 15 km / h, the mode is switched from the first mode to the second mode. However, in the second mode after the switching timing, the steering angle of the wheel 12F that is the steering wheel is in a freely rotatable state, and the lean angle θ is The angle is 30 ° defined by the equation (8). Thereafter, even if the vehicle speed V further increases, in the second mode at high speed, the turning of the vehicle 10 is controlled only by the lean angle θ, and the steering angle of the wheel 12F is made to be freely rotatable, so that the lean angle θ is set. Follow the turn based on.

Conventionally, in the second mode as described above, the vehicle turns against the driver's intention in the event of sudden disturbance such as when the vehicle body is tilted due to road surface inclination or unevenness, or when a side wind is received. There was a problem such as. There is also a problem that the driver can know only by vision and G that the vehicle body is traveling on a slope or unevenness on the road surface and that the vehicle body is receiving a crosswind, and the driving operation is delayed. there were.

In order to solve the above-described problem, in the vehicle 10 according to the present invention, a predetermined transmission that enables torque transmission from the steering shaft 13 to the input shaft 43 between the input shaft 43 and the steering shaft 13 is performed. A spring mechanism is used as a coupling mechanism for coupling with a fastening force. Further, the predetermined fastening force is set to be a fastening force that allows the steering angle of the wheel 12F to follow the turning direction caused by the inclination of the vehicle body.

FIG. 7 is a view showing an example of a coupling mechanism (spring mechanism) in the vehicle 10 according to the embodiment of the present invention. FIG. 7A shows an example of a shaft structure when the spring 80 is used.

As shown in FIG. 7 (A), the input shaft 43 is provided with a radiation rod 44 extending radially with respect to the center of rotation, and a lower rod 45 extending downward from the radiation rod 44. Further, the steering shaft 13 is provided with a radiation rod 14 that extends in the radial direction with respect to the center of rotation, and an upper rod 15 that extends upward from the radiation rod 14. The spring 80 is attached between the lower rod 45 of the input shaft 43 and the upper rod 15 of the steering shaft 13 as shown in FIG.

With the configuration as described above, the torque T _{1 according} to the following equation (9) based on the angle difference Δδ between the angle δ _H of the input shaft 43 and the angle δ _W of the steering shaft 13 can be generated by the spring 80. . Here, k is the spring constant of the spring 80. The following formula (9) is an approximate formula. FIG. 8 is a diagram for explaining the relationship between the angular difference between the shafts and the torque generated by the spring 80.

Thus, the vehicle 10 according to the present invention has a fastening force that allows the steering angle of the steering wheel (the wheel 12F) to follow the input shaft 43 and the steering shaft 13 in the turning direction due to the inclination of the vehicle body, In addition, since there is provided a coupling mechanism that couples the steering shaft 13 to the input shaft 43 with a fastening force that enables torque transmission, according to the vehicle 10 according to the present invention, the road surface is inclined and uneven. This makes it possible to reduce running instability and ensure driving stability even when a sudden disturbance such as when the vehicle body is tilted or a side wind is received. The vehicle does not turn against the driver's intention.

Further, in the vehicle 10 according to the present invention, the input shaft 43 and the steering shaft 13 are connected via a coupling mechanism. Therefore, according to such a vehicle according to the present invention, the driver can feel the tactile sense from the input member. Through this, it is possible to perceive that the vehicle body is traveling on a slope or unevenness on the road surface or that the vehicle body is receiving a crosswind, and the driving operation is not delayed.

Next, another embodiment of the present invention will be described. In the vehicle 10 according to the present invention, a damper mechanism 70 is provided as a coupling mechanism between the input shaft 43 and the steering shaft 13. That is, the input shaft 43 and the steering shaft 13 having the same rotation center are connected via the damper mechanism 70. FIG. 9 is a view showing an example of a coupling mechanism (damper mechanism 70) in the vehicle 10 according to another embodiment of the present invention. The drawing shows the input shaft 43, the steering shaft 13, and the damper mechanism 70 extracted. A damper mechanism 70 shown in FIG. 9 is configured by a rotary damper 73.

The angular velocity ω ₁ of the input shaft 43 can be expressed by the following equation (10), and the angular velocity ω ₂ of the steering shaft 13 can be expressed by the following equation (11).

At this time, the torque T ₂ generated by the damper mechanism 70 is obtained by multiplying the difference between the angular velocity ω ₁ of the input shaft 43 and the angular velocity ω ₂ of the steering shaft 13 by a predetermined constant c. Can be expressed as:

In the vehicle 10 according to the present invention, even in the second mode in which the steering angle of the steered wheels (12F) is freely rotatable, the steering shaft 13 can be connected via the damper mechanism 70 that is a coupling mechanism. With respect to the input shaft 43, the torque generated by the damper mechanism 70 transmits information related to the inclination of the road surface, unevenness, and the inclination of the vehicle body due to the crosswind to the driver. As a result, the driver can quickly perform the counter operation for each disturbance as described above.

By the way, according to the equation (12), as the angular velocity difference Δω between the angular velocity ω ₁ of the input shaft 43 and the angular velocity ω ₂ of the steering shaft 13 is larger, the torque T ₁ generated by the damper mechanism 70 is larger. You can see that FIG. 10 is a diagram for explaining the relationship between the angular velocity difference Δω between the angular velocity ω ₁ of the input shaft 43 and the angular velocity ω ₂ of the steering shaft 13 and the torque generated by the damper mechanism 70. FIG. 10A shows the relationship of Expression (12). If the angular velocity difference Δω is too large, the torque T ₁ generated by the damper mechanism 70 is too large, and a large torque is transmitted to the input member 41a via the input shaft 43, which may be a burden on the driver.

Therefore, in the damper mechanism 70, as shown in FIG. 10B, it is preferable that an upper limit is set for the rotational torque (torque transmission amount) when the rotational torque is transmitted to the shafts. As such a damper mechanism 70, a damper having a limit on the generated torque can be appropriately used.

In particular, by using a variable damper using MR (Magneto-Rheological) fluid as the damper mechanism 70, a more precise torque transmission amount can be performed. For example, when such a variable damper is used, the angular velocity difference Δω between the angular velocity ω ₁ of the input shaft 43 and the angular velocity ω ₂ of the steering shaft 13, the angle δ _H of the input shaft 43, and the angle δ _{W of the} steering shaft 13. The torque transmission amount can be controlled in accordance with each parameter such as the angle difference Δδ between the two and the vehicle speed of the vehicle 10.

In the above-described embodiment, an example in which a rotary damper or a variable damper is used as the damper mechanism 70 serving as a coupling mechanism has been described. However, in the vehicle 10 according to the present invention, a linear damper 74 that performs buffering against linear movement may be used. it can.

FIG. 11 is a view showing an example of a coupling mechanism (damper mechanism 70) in the vehicle 10 according to another embodiment of the present invention. FIG. 11A shows an example of a shaft structure when the linear damper 74 is used.

As shown in FIG. 11 (A), the input shaft 43 is provided with a radiation rod 44 extending in the radial direction with respect to the rotation center and a lower rod 45 extending downward from the radiation rod 44. Further, the steering shaft 13 is provided with a radiation rod 14 that extends in the radial direction with respect to the center of rotation, and an upper rod 15 that extends upward from the radiation rod 14. The straight damper 74 is attached between the lower rod 45 of the input shaft 43 and the upper rod 15 of the steering shaft 13 as shown in FIG.

According to such an embodiment, the same effect as that of the first embodiment can be enjoyed, and the widely used linear damper 74 can be used, thereby reducing the cost.

Next, another embodiment of the vehicle 10 according to the present invention will be described. FIG. 12 is a diagram illustrating an example of a coupling mechanism in the vehicle 10 according to another embodiment of the present invention. In addition to the linear damper 74, a spring 80 is provided between the lower rod 45 of the input shaft 43 and the upper rod 15 of the steering shaft 13.

In the embodiment shown in FIG. 12, the following equation (13) is generated as the _total torque T _total by the damper mechanism 70 and the spring mechanism.

According to such an embodiment, the same effect as that of the first embodiment can be enjoyed, and the torque characteristic of the damper mechanism 70 can be appropriately changed.

Here, in the vehicle 10 according to the present invention, as described so far, the input shaft 43 and the steering shaft 13 are such that the steering angle of the steering wheel (wheel 12F) follows the turning direction due to the inclination of the vehicle body. Connected with a relatively weak connection. As a result, the steering response of the steered wheels (wheels 12F) is moderately delayed, contributing to prevention of the vehicle 10 from falling. Moreover, since it is possible to prevent the steering wheel (wheel 12F) from being delayed too much, it is possible to prevent deterioration of responsiveness when the steering wheel (wheel 12F) is rotatable.

Next, another embodiment of the vehicle 10 according to the present invention will be described. FIG. 13 is a diagram showing the relationship of the steering angle required according to the vehicle speed when the inclination angle θ of the vehicle body is constant. In this example, the steering angle δ _W of the wheel 12F (front wheel) is assumed as the steering angle. However, the idea of the present embodiment is also applied to a vehicle that tilts the front wheel and steers the rear wheel. Applicable.

The following description is based on the premise that the vehicle 10 is inclined at a constant inclination angle θ. Further, as an example, the examination is performed by comparing the time when the vehicle speed of the vehicle 10 is _VL , which is a low speed, and the time _VH , which is higher than the low speed _VL .

When the vehicle body of the vehicle 10 increases its speed at a constant inclination angle θ, it cannot be balanced with the centrifugal force unless the turning radius increases as the speed increases. Therefore, in order for the vehicle 10 not to fall down, the steering angle δ _W must decrease as the speed increases.

When the vehicle body of the vehicle 10 is at a constant inclination angle θ and at a low speed _VL , the required turning radius must be reduced in order to obtain a centrifugal force that balances the inclination of the vehicle body when the vehicle body turns. The steering angle at this time is assumed to be δ _WL .

On the other hand, when the vehicle body of the vehicle 10 has a constant inclination angle θ and a high speed V _H at a higher speed, the centrifugal force that balances the vehicle body inclination when the vehicle body turns is larger than the previous turning radius. The steering angle at this time is assumed to be _δWH . However, a δ _WH <δ _WL.

Therefore, the relationship of the steering angle required according to the vehicle speed when the inclination angle θ of the vehicle body is constant is such that the point (V _L , δ _WL ) and the point (V _H , δ _WH ) are as shown in FIG. It becomes the curve shown in the figure.

In the vehicle 10 according to the present invention, a connection mechanism that connects the input shaft 43 and the steering shaft 13 with a predetermined fastening force that enables torque transmission from the steering shaft 13 to the input shaft 43 is employed. Yes. Here, problems related to such a coupling mechanism will be described with reference to FIG.

In FIG. 14, it is assumed that the torque generated between the steering shaft 13 and the input shaft 43 due to the fastening force of the coupling mechanism is set on the basis of the low speed V _L ((1) in FIG. 14). When the vehicle speed is gradually increased from the low speed V _L to the high speed V _H while keeping the vehicle body inclination angle θ constant, if the driver maintains the cutting angle of the input member 41a at the low speed V _L , The state where the steering angle is excessively cut continues ((2) in FIG. 14).

Therefore, in this embodiment, a steering torque adjusting mechanism for controlling the torque (steering torque) applied to the steering shaft 13 is provided. (S) in FIG. 14 indicates a direction in which the excessive cutting state of the input member 41a is alleviated by the steering torque generated by such a steering torque adjusting mechanism.

Such a steering torque adjusting mechanism is set so as to generate torque in the direction opposite to the direction of torque generated by the coupling mechanism. As a specific configuration of the steering torque adjustment mechanism, any configuration may be used as long as the steering torque applied to the steering shaft 13 can be controlled. The role of the steering torque adjustment mechanism can be taken.

FIG. 15 is a diagram schematically illustrating a steering torque adjusting mechanism in the vehicle 10 according to another embodiment of the present invention.

The vehicle 10 according to the present invention is interposed between the input shaft 43 that transmits the rotation of the input member 41a, the steering shaft 13 that transmits the rotation of the wheel 12F, and the input shaft 43 and the steering shaft 13. And a coupling mechanism including a mechanism 70, a spring 80, and the like.

A motor side gear 67 is provided on the rotation shaft of the steering motor 65, and a steering shaft side gear 68 that rotates with the steering shaft 13 is provided on the steering shaft 13. The motor side gear 67 and the steering shaft side gear 68 are screwed together. In addition, the steering motor 65 is attached to the vehicle body side so as to be fixed to a part B of the vehicle body of the vehicle 10.

With this configuration, the torque of the steering motor 65 is transmitted from the motor side gear 67 to the steering shaft side gear 68 and then to the steering shaft 13. Thus, the steering motor 65 can function as a steering torque adjusting mechanism that controls the steering torque applied to the steering shaft 13.

From FIG. 14, the torque for mitigating the excessive cutting state of the input member 41a (that is, the torque generated by the steering torque adjusting mechanism) must be set larger as the vehicle speed of the vehicle 10 increases. Therefore, when the vehicle speed detected by the vehicle speed sensor 122 is not zero, the torque generated by the steering torque adjustment mechanism is set to increase as the vehicle speed detected by the vehicle speed sensor 122 increases.

On the other hand, when the vehicle speed detected by the vehicle speed sensor 122 is 0 and the input member 41a is turned off, that is, when the input member 41a is stationary, the input shaft 43 is moved from the steering shaft 13 to the input shaft 43. Ideally, it should be completely fastened.

Therefore, when the vehicle speed detected by the vehicle speed sensor 122 is 0, the torque generated by the steering torque adjusting mechanism is set to a direction and magnitude that eliminates the rotational phase difference between the input shaft 43 and the steering shaft 13. The state where the input shaft 43 is completely fastened from the steering shaft 13 is realized.

Thus, in this embodiment, since the steering torque adjustment mechanism for controlling the steering torque applied to the steering shaft 13 is provided according to the vehicle speed detected by the vehicle speed sensor 122, the operability by the driver is further improved. .

In the above embodiment, the steering torque adjusting mechanism is configured to adjust the steering torque applied to the steering shaft 13 by the steering motor 65 fixed to the vehicle body side. A steering torque adjustment mechanism may be employed to adjust the steering torque. FIG. 16 is a diagram schematically illustrating another steering torque adjusting mechanism.

The steering torque adjustment mechanism in the present embodiment is also interposed between the input shaft 43 and the steering shaft 13 and has a coupling mechanism including a damper mechanism 70, a spring 80, and the like.

Further, a motor side gear 67 is provided on the rotating shaft of the torque adjusting motor 66, and a steering shaft side gear 68 that rotates with the steering shaft 13 is provided on the steering shaft 13. The motor side gear 67 and the steering shaft side gear 68 are screwed together.

Here, in this embodiment, the casing of the torque adjustment motor 66 is fixed to the input shaft 43. With this configuration, the torque of the torque adjustment motor 66 is transmitted from the motor side gear 67 to the steering shaft side gear 68 and then to the steering shaft 13. Thus, the torque adjustment motor 66 fixed to the input shaft 43 can function as a steering torque adjustment mechanism that controls and adjusts the steering torque applied to the steering shaft 13.

The operability of the vehicle 10 can be further improved by the steering torque adjustment mechanism configured as shown in FIG.

In the example of FIG. 16, the torque adjusting motor 66 employed as the steering torque adjusting mechanism can also serve as a connecting mechanism including a damper mechanism 70, a spring 80, and the like. That is, by removing the damper mechanism 70 and the spring 80, which are the coupling mechanisms, from FIG. 16 and reproducing the torque corresponding to the removed coupling mechanism by the torque adjustment motor 66, the same effect as when these are not removed can be obtained. it can.

As described above, the vehicle according to the present invention has a fastening force that allows the steering angle of the steered wheel to follow the input shaft and the steering shaft in a turning direction due to the inclination of the vehicle body, and the steering shaft. Since a connecting mechanism for connecting with the input shaft with a fastening force that enables torque transmission is provided, according to the vehicle according to the present invention, when the vehicle body is inclined due to road surface inclination or unevenness Even when sudden disturbances such as receiving crosswinds occur, it is possible to reduce the instability of driving and to ensure driving stability, contrary to the driver's intention. This prevents the vehicle from turning.

Industrial availability

The present invention relates to a miniaturized vehicle that has recently attracted attention from the viewpoint of energy problems. Conventionally, in such a vehicle, the driving operation is delayed because it is difficult for the driver to perceive the problem that the vehicle turns against the driver's intention in the event of sudden disturbance, and the effects of road surface unevenness and crosswinds. There was a problem such as. On the other hand, in the vehicle according to the present invention, the input shaft and the steering shaft are fastening forces that allow the steering angle of the steered wheels to follow the turning direction due to the inclination of the vehicle body, and are input from the steering shaft. There is provided a coupling mechanism that couples the shaft with a fastening force that enables torque transmission. According to such a vehicle according to the present invention, when the vehicle body is inclined due to road surface inclination or unevenness, or when crosswinds are generated. Even in the event of sudden disturbance such as receiving, it becomes possible to ensure running stability, and industrial applicability is great.

DESCRIPTION OF SYMBOLS 10 ... Vehicle 11 ... Riding part 11a ... Seat 11b ... Footrest 11c ... Windshield part 12F ... Wheel 12R ... Wheel 12L ... Wheel 13 ... Steering shaft 14 ... radial rod 15 ... upper rod 17 ... front wheel fork 18 ... road surface 20 ... main body 21 ... center vertical member 25 ... lean motor 30 ... link mechanism 33L ..Vertical link unit 33R ... Vertical link unit 31U ... Horizontal link unit 31D ... Horizontal link unit 41 ... Control device 41a ... Input member 43 ... Input shaft 44 ... Radio rod 45 ... Lower rod 45 ... Accelerator 46 ... Brake 47 ... Shift switch 51L ... Rotation drive device 51R ... Rotation drive device 65 ... Steering motor 66 ... Torque adjustment motor 67 ... Mo Side gears 68 ... steering shaft side gear 70 ... damper mechanism 73 ... rotary damper 74 ... linear damper 80 ... spring 100 ... vehicle ECU
101 ... Rotary drive unit ECU
102 ... Lean motor ECU
103 ... Steering motor ECU
122 ... Vehicle speed sensor 123 ... Input member operation angle sensor 124 ... Front wheel steering angle sensor 125 ... Lean angle sensor 145 ... Accelerator position sensor 146 ... Brake position sensor 147 ... Shift switch Position sensor 149 ... Camera 150 ... Gyro sensor

Claims

A vehicle body provided with three or more wheels including at least a steering wheel and a pair of wheels arranged in the vehicle width direction;
An inclined portion for inclining the vehicle body;
An input member that inputs a turning direction by rotating,
An input shaft for transmitting rotation of the input member;
A steering shaft that steers the steered wheel by turning while being rotatable independently of the turning operation of the input member;
This is a fastening force that allows the steering angle of the steered wheel to follow the turning direction of the vehicle body by tilting the input shaft and the steering shaft, and torque is transmitted from the steering shaft to the input shaft. A coupling mechanism that couples with a fastening force that enables
The vehicle characterized by having.
The coupling mechanism is
The fastening force varies depending on the difference between the rotation angle of the input shaft and the rotation angle of the steering shaft or / and the difference between the rotation angular velocity of the input shaft and the rotation angular velocity of the steering shaft. The vehicle according to claim 1, wherein:
The coupling mechanism is
The fastening force increases as the difference between the rotation angle of the input shaft and the rotation angle of the steering shaft increases.
3. The vehicle according to claim 2, wherein the fastening force increases as the difference between the rotational angular velocity of the input shaft and the rotational angular velocity of the steering shaft increases.
The vehicle according to claim 1, wherein the coupling mechanism is a spring mechanism.
The vehicle according to claim 1, wherein the coupling mechanism is a damper mechanism.
The vehicle according to claim 5, wherein an upper limit is set for the rotational torque when the damper mechanism transmits the rotational torque to the respective shafts.
The vehicle according to claim 5, wherein the damper mechanism is a variable damper using a viscous MR fluid.
The vehicle according to claim 5, further comprising a spring mechanism that changes a fastening force according to a difference between a rotation angle of the input shaft and a rotation angle of the steering shaft.
The vehicle according to any one of claims 1 to 8, wherein the inclined portion causes the vehicle body to be inclined by causing a difference in driving force between the pair of wheels.
The vehicle according to any one of claims 1 to 9, further comprising a steering torque adjustment mechanism that adjusts a steering torque applied to the steering shaft.
It has a vehicle speed detector that detects the vehicle speed,
The vehicle according to claim 10, wherein the steering torque adjusting mechanism adjusts a steering torque applied to the steering shaft in accordance with a vehicle speed detected by the vehicle speed detection unit.
When the vehicle speed detected by the vehicle speed detection unit is 0, the torque generated by the steering torque adjustment mechanism is
The vehicle according to claim 11, wherein the vehicle has a direction and a size so as to eliminate a rotational phase difference between the input shaft and the steering shaft.
When the vehicle speed detected by the vehicle speed detection unit is not 0,
The vehicle according to claim 11, wherein the torque generated by the steering torque adjusting mechanism is set to increase as the vehicle speed increases.